Freight transportation systems



Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 1 Original Filed Nov. 9, 1961 con mom INVENTOR.

DEODA T CLEJAIN Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 2 Original Filed Nov. 9, 1961 DOM 15 Sheets-Sheet 4 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS Feb. 9, 1965 Original Filed Nov. 9, 1961 N A w a J mF o E T now I i m a M m9 20w V T Sow w m m A c D fit 9 2m w vr MOW .NQWU QQW D 0 Sm m M 87 6 7 u F If Tm? 1%.- W W 28 n6 1 i 4 \Som W 1 1 1 I l l l l |||||||h|||\ wom G 6.0 wow m Now New 1 X TI wow I wow 8w iflahfifi afiflflfiri 6w M L i k Em to Q Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS l5 Sheets-Sheet 5 Original Filed Nov. 9, 1961 FIG.

ATTYS.

DEODAT CLEJAN Feb. 9, 1965 D. CLEJAN 3,168,876

FREIGHT TRANSPORTATION SYSTEMS Original Filed NOV. 9, 1961 15 Sheets-Sheet 6 I 622b 62/ 22 622a FIG. [3 30/ 510 INVENTOR.

DEODA T CLEJAN BY Feb. 9, 1965 CLEJAN 3,168,876

FREIGHT TRANSPORTATION SYSTEMS Original Filed Nov. 9, 1961 15 Sheets-Sheet 7 60/ FIG. 14 *-?,z 602 if a 603 1 FIG. I5

' 609 22/ E 205 220 INVENTOR.

. DEODAT CLEJAN 20/ 200 BY Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 8 Original Filed Nov. 9, 1961 FIG. I6

I 60lb INVENTOR.

DEODA T CLEJAN GOIb Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 9 Original Filed Nov. 9, 1961 INVENTOR.

DEODAT CLEJAN A T T YS Feb. 9, 1965 D. CLEJAN 3,168,876

FREIGHT TRANSPORTATION SYSTEMS Original Filed Nov. 9, 1961 15 Sheets-Sheet 11 403 l FIG. 24

INVENTOR.

DEODAT CLEJAN BY 6 Qcoul: 0%, w Y 7% ATTYS..

Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS l5 Sheets-Sheet 12 Original Filed Nov. 9, 1961 INVENTOR.

DEODAT CLEJAN Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 14 Original Filed Nov. 9, 1961 INVENTOR.

DEODAT CLEJAN J J ATTYS.

Feb. 9, 1965 D. CLEJAN FREIGHT TRANSPORTATION SYSTEMS 15 Sheets-Sheet 15 Original Filed Nov. 9, 1961 FIG. 33

INVENTOR.

DEODA T CLEJAN FIG. 34

United States Patent 3,168,876 FREIGHT TRANSPQRTATION SYSTEMS Deodat Cleian, Chicago, Iii., assignor to General American Transportation Corporation, a corporation of New York Original application Nov. 9, 1961, Ser. No. 151,358, new Patent No. 3,lt 2,6 i6, dated Sept. 3, 1963. Divided and this application Sept. 26, E62, Ser. No. 226,429 22 Claims. ((11. 195-868) The present invention relates to freight transportation systems, and more particularly to such systems of the combination roadend-railway type. This application comprises a division of the copending application of Deodat Clejan, Serial No. 151,358, filed November 9, 1961, now Patent No. 3,102,646, granted September 3, 1963.

It is a general object of the invention to provide a freight transportation system comprising freight carriers of first and second types, and a railway car of improved construction and arrangement that is adapted to carry indiscriminately the freight carriers of the two types men tioned, wherein the first type of freight carrier is in the form of a conventional road semi-trailer including an underframe to the rear end of which there is fixedly secured road running gear, and wherein the second type of freight carrier is in the form of a container including an underframe to the rear end of which there is selectively secured, as required, road running gear; whereby the first type freight carrier is carried, with its road running gear attached thereto, on the railway car; and whereby the second type freight carrier is carried, without its road running gear attached thereto, on the railway car.

Another object of the invention is to provide a universal railway car of the character described, wherein the same comprises improved shock-absorbing mechanism that is operative to prevent the transmission of severe longitudinal shocks to a freight carrier carried by the railway car and without reference to the type of the carried freight carrier.

Another object of the invention is to provide a railway car of the narrow beam type for transporting freight containers and incorporating therein improved shock-absorbing structure, including a pair of longitudinally extending members resiliently mounted on the opposite outer sides of the beam for independent limited and cushioned longitudinal movements with respect thereto, whereby a freight container supported in any one of a plurality of longitudinally spaced-apart positions on the railway car may be readily secured to the members to afford the freight container protection against the transmission thereto of severe longitudinal shocks from the railway car.

Another object of the invention is to provide a railway car of the character described which in addition carries outwardly directed platforms on the opposite side of the beam below the shock-absorbing members for receiving thereon a road vehicle, whereby misalignment between the center line of the mounted road vehicle and the center line of the railway car during longitudinal movement of the vehicle along the platforms causes the inner side of one of the road wheels to engage and to rub longitudinally along the associated shock-absorbing member, rather than along the associated upper side edge of the beam, with the result that the engaged member moves longitudinally upon its resilient mounting so as to afford the engaging road wheel protection against scutfing and damage by engagement therewith.

A further object of the invention is to provide an improved freight transportation system including a railway car of the narrow beam type having a pair of longitudinally extending shock-absorbing members mounted on the opposite outer sides of the beam for independent limited and cushioned longitudinal movements with respect thereto and carrying sets of attachment elements, and a freight container mounted in any one of a plurality of Iongitudinally spaced-apart positions on the railway car and carrying a pair of laterally spaced-apart second attachment members cooperating with an adajcent pair of the first attachment members.

A further object of the invention is to provide an improved freight transportation system including an improved railway car of the type set forth carrying thereon a freight containe having a base provided at the front end thereof with a king pin coupled to a bolster supporting the front end of the base and mounted for longitudinal movement on the railway car and dollies supporting the rear end of the base for longitudinal movements all as a unit on the railway car, and attachment elements interconnecting the bolster and the shock-absorbing members on the railway car, whereby to afford the freight container protection against the transmission thereto of severe longitudinal shocks from the railway car.

A still further object of the invention is to provide an improved railway car of the hollow center sill type for transporting a road semi-trailer of the type including a rear end carrying road wheels and a front end carrying a kingpin, wherein a standard is mounted in the center sill and is movable to an erected position engaging the kingpin of the semi-trailer and latched to a bar connecting a pair of longitudinally extending shock-absorbing members espectively resiliently mounted on the opposite outer sides of the center sill for limited and cushioned longitudinal movements with respect thereto, whereby the connected bar limits and cushions the movements of the mounted trailer longitudinally of the center sill.

Further features of the invention pertain to the particular arrangement of the elements of the freight transportation system and of the railway car, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIGURE 1 is a fractured side elevational View of a freight transportation system embodying the present invention and illustrating one end of a railway car adjacent to a tractor connected to a freight container supported at the front end thereof on the tractor fifth-wheel mechanism and at the rear end thereof on a bogie, the parts being in the position assumed when commencing transfer of the freight container from the tractor and the bogie to the railway car from the side thereof;

FIG. 2 is a side elevational view of a freight transportation system embodying the present invention and including a railway car mounting two freight containers thereon by means of dollies engaging and supporting the rear ends thereof and bolsters engaging kingpins at and supporting the front ends thereof;

FIG. 3 is an enlarged fragmentary side elevational view of one end of the railway car of FIG. 2 and illustrating one freight container thereon;

FIG. 4 is a fragmentary plan view of the end of the railway car shown in FIG. 3, the outline of a mounted freight carrier having been shown in dashed lines;

FIG. 5 is an enlarged fragmentary side elevational view of the rear portion of the freight container and supporting bogie of FIG. 1;

FIG. 6 is an enlarged fragmentary rear elevation view of the freight container and supporting bogie of FIGS. 1 and 5;

FIG. 7 is an enlarged fragmentary plan view, with certain parts broken away, of the bolster for supporting the front end of a freight container;

l {,0 FIG. 8 is a side elevational view, with certain parts broken away, of the bolster of FIG. 7;

FIG. 9 is an enlarged vertical section of the bolster along the line 99 of FIG. 7;

FIG. 10 is an enlarged vertical section of the bolster along the line 1010 of FIG. 8;

FIG. 11 is a further enlarged fragmentary plan view, with certain parts broken away, of the bolster of FIG. 7 and illustrating particularly the latching mechanism for gripping the kingpin on an associated freight container;

FIG. 12 is a view in vertical section of the holster along the line 12-12'0f FIG. 11;

FIG. 13 is a vertical section of the bolster along the line 1313 of FIG. 12;

FIG. 14 is a greatly enlarged side elevational view, with certain parts broken away, of the bolster and the associated shock-absorbing mechanism carried by the railway car, the parts mentioned being enclosed within the dashed circle of FIG. 3;

FIG. 15 is an enlarged plan view, partly in horizontal section, at the bolster, of the shock-absorbing mechanism;

FIG. 16 is an enlarged fragmentary perspective view of the shock-absorbing mechanism;

FIG. 17 .is a vertical section of the shock-absorbing mechanism along the line 171l7 in FIG. 14;

FIG. 18 is a plan view, with certain parts broken away, of a dolly employed in the present system and method;

FIG. 19 is a side'elevational view of the dolly illustrated in FIG. 18, a portion of the associated freight container and a portion ofthe railway car being shown in dashed lines;

FIG. 20 is a rear elevational view, with certain parts broken away, of the dolly shown in FIGS. 18 and 19;

FIG. 21 is a view in vertical section of the dolly along the line 2121 of FIG. 18;

FIG. 22 is a diagrammatic view, as seen from the rear of the mounting, of a freight container on the railway car using a pair of the dollies of the type illustrated in FIGS. 18 to 21, inclusive;

FIGS. 23 to 27', inclusive, are diagrammatic illustrations of the sequential placement of the parts of the freight transportation system andthe steps of the method of loading a freight container onto the railway car from the side thereof by transferring the freight container directly from the supporting tractor fifth-wheel mechanism and the bogie onto the dollies and bolster on the railway car;

FIG. 28 is a diagrammatic illustration of the manner in which two freight containers are loaded upon a single railway car with the front ends of the freight containers in juxtaposed relation;

7 FIG. 29 is a diagrammatic illustration of the manner in which two freight containers are loaded upon a single railway car with the rear ends of the freight containers in juxtaposed relation;

FIG. 30 is a diagrammatic illustration of the manner in which two freight containers .are loaded upon a single railway car and arranged in tandem relation;

FIG; 31 is a fractured side elevational view of another form of the freight transportation system of the present invention, wherein ajroad semi-trailer is mounted on a railway car, the rear end of the semi-trailer being supported by its road wheels upon platforms carried by the railway car and the front end of the semi-trailer is supported by a fifth-wheel hitch engaging the kingpin thereof and connected to the shock-absorbing mechanism carried by the railway car;

FIG. 32 is an enlarged fragmentary view in vertical section illustrating the fifth-wheel hitch of FIG. 31 in the retracted position in solid lines and in an intermediate position in dashed lines;

FIG. 33 is a view in vertical section of the railway car and the hitch along the line 3333 in FIG. 31;

FIG. 34 is a view in section of the railway car and the hitch along the line 34--34 in FIG. 33;

FIG. 35 is a fragmentary view in perspective illustrat ing the interconnection between the cross bar in the hitch and one of the resiliently mounted members in the shock-absorbing mechanism; and

FIG. 36 is a fragmentary view in vertical section illustrating the structure for interconnecting the rear axle housing of a road semi-trailer to the shock-absorbing mecha nism on the railway car in the system. 7

Referring now to FIGS. 1 and 2 of the drawings, the freight transportation system there illustrated, and embodying the features of the present invention, essentially comprises a railway car 1W, a freight container 300, a tractor 4% and a bogie 5% adapted to support the freight container 3% for road transportation thereof, and a bolster 60d and dollies 70%) adapted to support the freight container 3% on the railway car for rail transportation thereof. a

The railway car 1% is best illustrated in FIGS. 1- and 14-17 and essentially comprises a longitudinally extending center sill In} of fish belly construction supported at the opposite ends thereof by a pair of trucks 192 of standard rail gauge that cooperate with an associated railway track 103, also of standard rail gauge.

The center sill 101 essentially comprises a pair of longitudinally extending and laterally spaced-apart I-beams 104 that are suitably connected together at a plurality of longitudinally spaced-apart points by a corresponding plurality of cross braces (not shown). The top flanges 106 of the I-beams 104- constitute a pair of longitudinal extending the laterally spaced-apart rails provided on the top of the center sill 101 and constituting a trackway of given narrow gauge lying between the planes of the inner sides of the rail wheels of the trucks 102.

Two sets of shock-absorbing mechanisms each generally designated by the numeral 2% are mounted on the opposite outer sides of the center sill In} on the webs 195 of the I-beams 194., each set of shock-absorbing mechanisms including two mechanisms 2% in longitudinal alignment and extending substantially the entire length of the associated I-beam 1634, see FIGS. 2 and 3. Each of the shock-absorbing mechanisms 2% includes a longitudinally extending rub rail Zlll having a length slightly less than one-half the length of the associated I bearn 104 and disposed laterally outwardly with respect to the web thereof and supported thereon at four longitudinally spaced-apart positions by four resilient mountings 210. Referring particularly to FIGS. 16'and 17, the rub rail 201 is substantially box-shape in cross section and includes a vertically positioned attachment flange 202 connected to the resilient mountings 210 as will be described hereinafter. Extending outwardly from the center sill and the web 1W5 is a horizontal flange 293 in tegral with the lower edge of the attachment flange 2G2 and with the lower edge of an upstanding flange 2M. disposed generally parallel to theflange 292 and carrying a support flange 2%5 on the upper edge thereof, the support flange zes extending toward the flange 202 but spaced therefrom. a

Each of the resilient mountings 219 includes an elastomeric or live-rubber pad or block 211 disposed between two mounting plates 212 and 214 and intimately bonded thereto throughout the contacting surfaces thereof by the in alignment with similar holes in the flange 202 of the rub rail 201 and a mounting plate 217 and receive therethrough rivets 218 which fixedly mount the rub rail 201 upon the plate 214. The rubber pads 211 interconnecting the associated mounting plates 212 and 214 accommodate limited and cushioned longitudinal movements of the rub rail 201 with respect to the I-beam 104, the rub rail 201 being capable of 8" of movement in either direction longitudinally with respect to the associated I-beam 104, whereby the rub rail 201 is capable of a total travel of 16" of shock-absorbed movement. The rubber pads 211 also shock-absorb movements of the rub rail 201 laterally of the associated I-beam 104 to a certain extent. Connection to each of the rub rails 201 is facilitated by the provision of an attachment plate 220 mounted on the support flange 205 thereof and fixedly attached as by welding to the flanges 202 and 205, the attachment plate 220 being disposed substantially horizontally and extending the length of the associated rub rail 201 and having a plurality of equidistantly spaced-apart holes 221 therein of generally rectangular outline for receiving connectors as will be described more fully hereinafter.

As has been noted above, the rub rail on each side of the railway car 100 is illustrated as being in two sections (see FIGS. 2 and 3) thereby to provide independent action for each section with respect to the other. However, these two sections of the rub rails 201 may be joined together so that the entire rub rail extending along the side of the web 105 of the adjacent I-beam 104 is supported at eight positions by eight associated resilient mountings 210.

There is illustrated in FIGS. 1-6 of the drawings a freight container 300 of the type including a base 301 carrying upstanding walls 302 defining a lading compartment. The base 301 has therein on each side thereof longitudinally extending grooves 303 defining lower outwardly directed flanges 304 used in connecting the bogie 500 thereto as will be explained further hereinafter. The rear end of the base 301 has a pair of elliptical cone holes therein spaced-apart laterally and disposed inwardly with respect to the adjacent rear corner of the freight container 300, see FIG. 19 also, for receiving positioning pins on an associated dolly 700. Each of the cone holes 305 is surrounded by an annular flange 306 for cooperation with locking mechanism carried by the associated dolly 700 as will be described more fully hereinafter. The front end of the base 301 carries a substantially centrally disposed depending kingpin 310, see FIGS. 13 and 14 also, having a reduced portion 311 and a head 312 adapted to be received by the fifth-wheel mechanism of the tractor 400 and by latching mechanism of the bolster 600, all of which will be more fully explained hereinafter.

Referring to FIG. 1 of the drawings, the tractor 400 includes a chassis 401 supported by front and rear sets of road wheels 402 and having the usual control cab 403 on the front end thereof and a fifth-wheel mechanism 405 on therear end thereof. The fifth-wheel mechanism 405 is of the type which can be moved between a relatively low road traveling position and a relatively high transfer position by means of an elevating mechanism 406, the parts being shown in the high transfer position in FIG. 1. Referring further to FIGS. 23 to 27 of the drawings, it will be seen that the chassis 401 is also provided with two winches 410 disposed on opposite sides thereof to the rear of the control cab 403 and having a cable 411 associated therewith carrying a hook 412 on the outer end thereof for the purpose of transferring the front end to the associated freight container 300 from the fifth-wheel mechanism 405 of the tractor 400 onto the bolster 600 on the railway car 100, as will be explained more fully hereinafter.

During road travel of the freight container 300, the rear end thereof is supported by a bogie 500, the construction of which can be best seen in FIGS. 1, 5 and 6 of the drawings wherein it will be seen that the bogie 500 includes a chassis 501 supported by a pair of front and rear road wheels 502, the chassis 501 having mounted thereon a frame 505 that is movable between a relatively low road traveling position and a relatively high transfer position with respect to the chassis 501 the road wheels 502 by means of an hydraulic elevating mechanism 506 mounted on the chassis 501 and independent of the tractor 400 and controlled from a control panel 503, see particularly FIG. 6. The low road traveling position of the frame 505 is illustrated by solid lines in FIG. 5 of the drawings and the relatively high transfer position is illustrated in dashed lines therein. Carried on the frame 505 and movable laterally with respect thereto on each side thereof is a pair of latch members 504 adapted to extend into the channels 303 and to engage the flanges 304 on the base 301 of the associated freight container 300, the latch members 504 being shown in the engaged position by solid lines in FIG. 6 and being shown in the disengaged position by dashed lines therein, whereby when the latch members 504 are in the engaged positions thereof the freight container base 301 is firmly locked to the bogie frame 505 and when the latch members 504 are in the disengaged positions thereof the freight container base 301 ay be readily lifted and removed from the bogie frame 505.

The details of the construction of the bolster 600 are best illustrated in FIGS. 7 to 9 of the drawings, wherein it will be seen that the bolster 600 comprises two longitudinally spaced-apart hollow box-like elements 601 that extend laterally across the I-beams 104 and include two channels 601a having the facing legs thereof joined as by Welding at 6011) and providing slide plates 602 including downwardly inclined portions 602a adapted slidingly to receive the front end of a freight container base 301 thereon, the space between the elements 601 providing a channel 603 adapted to receive the kingpin 310 therein. The opposite ends of the elements 601 and the slide plates 602 forming a part thereof are tapered away from each other as at 604 to provide a converging opening for guiding the kingpin of the associated. freight container 300 into the channel 603. The elements 601 are further tied together adjacent to the opposite ends thereof by plates 605 which also carry four sill skids 606 so that the bolster 600 as a whole is supported for sliding movement longitudinally upon the top flanges 106 of the associated railway car. The opposite ends of the bolster 600 also carry two downwardly directed tab-like parts 607 having the upper ends thereof respectively extending upwardly through the associated plate 605 and the bottom of the associated elements 601 at points spaced outwardly with respect to the flanges 106 and fixedly secured thereto as by welding at points 608, the lower end of the parts 607 more particularly including a downwardly directed plunger 609 adapted to engage in an associated hole 221 in the associated attachment plate 220 of the shock-absorbing mechanism.

It is desirable during operation of the railway system, for reasons which will be apparent hereinafter, that the bolster 600 be locked against inadvertent upward movement with respect to the flanges 106 of a type such that the plungers 609 would be removed from the holes in the associated attachment plates 220, and to this end each of the tab-like parts 607 is provided adjacent to each end thereof with a laterally extending circular aperture receiving a bolt 615 having the longitudinal axis thereto disposed laterally with respect to the railway car and extending under the associated top flange 106 as is best illustrated in FIGS. 14, 15 and 17 of the drawings. A set screw 616 is provided for each of the bolts 615 and, more specifically, is positioned in a threaded aperture in the associated part 607 extending longitudinally of the railway car and having the end thereof bearing against a fiat 617 formed on the side of the associated bolt 615. In order to lock the bolster 600 upon the top of the center sill of the associated railway car, the bolts 615 are each moved to the position illustrated in FIG. 17 and the associated set screws 616 tightened against the flat 617 thereon, whereby to lock the bolt 615 in its engaging position beneath the associated top flange 106. When it is desired to remove the bolster 600 from the associated railway car or to shift the bolster 660 longitudinally along the center sill thereof, the set screws 616 are loosened and the bolts 615 Withdrawn, thereby to permit the desired movement of the bolster 606 with respect to the center sill and particularly the top flanges 106 thereof.

One of the box-like elements 601 is reinforced centrally thereof by a longitudinal plate 610 (see FIG. 9 particularly) and by a horizontal plate 611 adapted to be positioned in alignment with a kingpin of the associated freight container 306 and by a lower reinforcing plate 612 interconnecting the two box-like elements 601. The outer wall of the reinforced box-like element 661 also carries a pair of tie plates 613 which further serve to reinforce the bolster 660 at this point. Also arranged in the central portion of the bolster between the box-like elements 601 is an inverted channel member 614 which is positioned so that it will be disposed below the extreme lower end of the kingpin 310 carried by the front end of the associated freight container 369.

The other box-like element 601, i.e., the one disposed toward the bottom in FIG. 7 and disposed toward the right in FIG. 10, carries a locking mechanism 626 which is adapted to lock the kingpinfilltt of an associated freight container 300 in place in its supported position upon the bolster 600, further details of the locking mechanism being illustrated in FIGS. 11 to 14 of the drawings. More specifically, the locking mechanism 621) includes a pair of jaws 621 which are mounted for reciprocal sliding motion within the associated box-like element 601 and more specifically between pairs of longitudinally extending plates 622 and 622a and upon plates 622/ and below plates 62 2c mounted therein. The outer forward edge of each of the jaws 621 is tapered as at 623 and connects with a part circular holding surface 624 adapted to receive and hold an associated kingpin 310. Means is provided to bias each of the jaws 621 independently of the other toward the position illustrated by solid lines in FIG. 11 including a shaft 625 extending through an opening in the rear of the element 601 and more specifically through an opening in the plate 626 thereof and carrying thereabout a spring 627 under compression and continually urging the associated jaw 621 toward the latching position thereof illustrated by solid lines in FIG. 11. The rear end of the shaft 675 carries a collar 628 held thereon by a set screw 629 whereby to limit and determine the forward or latching position of the jaw 621.

In order to release a kinpin 310 locked between the jaws621 within the channel 603, it is necessary to retract to least one of the jaws 621 to the position illustrated by dashed lines in FIG. 11 and to this end'a suitable linkage mechanism 630 has been provided. More specifically, the collar 628 has a pair of outwardly extending flanges thereon which are pivotally connected by a bolt 631 to a lever 632 which is in turn pivotally mounted upon the bolster 606 by a bolt 633. The lever 632 also carries an outwardly extending handle 634 which is useful in operating the lever 632 thereby to move the associated jaw 621 against the action of the spring 627 from the position illustrated by solid lines in FIG. 11

to that illustrated by dashed lines therein. If desired the lever 632 can be operated from a remote point by a suitable linkage mechanism 641] best illustrated in FIG. 7 of the drawings wherein the lever 632 is pivotally connected to a tie-rod 641 extending laterally outwardly and pivotally interconnecting with another lever 642 pivotally mounted on the adjacent element 601 as at 643, the lever 642 including a handle portion 644 facilitating operation thereof. Movement of the handle 644 in the direction of the arrow from the solidline position thereof to the dashed. line position thereof serves to open or retract the attached jaw 621. Likewise, movement of the g handle 634 in FIG. 7 in the direction of the arrow will retract the attached jaw 621 to the unlatched position thereof.

The locking mechanism 620 is automatically operable to engage and lock in place the kingpin 31th on associated freight container 3110 upon movement of the kingpin 310 along the channel 603 and into engagement with the locking jaw 621. More particularly, when engaging a kingpin 316 with the locking mechanism 6213 upon the bolster 600, the kingpin is directed by the converging ends 604 into the channel 630 and continued movement of the kingpin 310 and the associated freight container 300 will bring the kingpin into engagement with the tapered edge 623 of the locking jaw 621 disposed theretoward. Engagement of the kingpin 316 with the tapered edge 623 forces the associated jaw 621 from the position illustrated in solid lines to the right in FIG. 11 to the position illustrated by dashed lines therein, whereby to permit the kingpin 316, for example, to move from the right in FIG. I

11 against the right hand locking jaw 621 and to place the kingpin 316 against the holding surface 624 on the left hand jaw 621. As the kingpin 310 passes the outer edge of the right hand jaw 621, that jaw will move upwardly toward the solid line position thereofuntil the kingpin 316 is engaged on either side thereof by the holding surfaces 624 of the locking jaws 621 and within.

the channel 603. The holding surfaces 624 are so designed that the pressure of the kingpin 310 thereagainst will not cause retraction of the associated locking jaw 621 and accordingly the kingpin 310 is-firmly and automatically locked in place. In order to release the kingpin 310 from the locking mechanism 626 and particularly the 7 locking jaws 621 thereof, it is necessary to actuate either the handle 634 or the handle 644, thereby to retract the connected locking jaw 621 to the unlatched position thereof, whereby to permit movement of the kingpin 310along the channel 663 past the retracted locking jaw 621 and thus away from the locking mechanism 626.

During rail travel of the freight container 3%, the rear end of the base 301 thereof is supported for longitudinal movement upon the center sill, 101 of the associated railway car by means of a pair of dollies 700 which are constructed respectively right and left, whereby one dolly is the mirror image of the other, and for purposes of illustration, the right-hand dolly 700 hasbeen illustrated in detail in FIGS. 18 to 22 of the drawings; in the interest of brevity, the construction of the righthand dolly 766 will be described in detaiL'but it is to be understood that the left-hand dolly 700 has a like construction which is the mirror image of the construction of the right-hand dolly 7110. Referring particularly to FIG. 18 of the drawings, it will be seen that the dolly 700 comprises a generally rectangular frame 701 including two laterally extending frame members 702 interconnected by a first pair of longitudinal frame members 763 and a second pair of longitudinal frame members 764, the frame 701 including braces 705 extending laterally for reinforcement purposes. The frame 761 rides upon the top flange 106 on the associated I-beam 104 and is supported thereon by a first pair of longitudinally spaced-apart wide outside rollers 796 carried by axles 707' mounted on the frame members 703 and by a second pair of longitudinally spaced-apart narrow inside rollers 768 carried by axles 709 mounted on the frame members 764. Also mounted on the frame 701 is a plate 710 which carries anupstanding pin 711 having a hollow central portion 712, see FIG. 12 particularly, in which is disposed a hook 713 pivotally mounted with respect thereto. More particularly, the lower end of the hook 713 has an opening therein receiving therethrough a shaft 714 fixedly connected to the hook 713 by means of a pin 715 and journalled for rotation with respect to the frame 761, the hook 713 being movable upon rotation of the shaft 714 between a retracted position disposed substantially wholly within the hollow portion 712 of the pin 711 (the position illustrated by the dashed lines in FIG. 21), and a latching position wherein the hook 713 extends outwardly from the pin 711 (the position illustrated by solid lines in FIG. 21). Moreover, the hook 713 is continually urged and biased toward the latching position thereof by a coil spring 716 under tension connected between a first arm 717 fixedly secured to the lower end of the hook 713 and a second arm fixedly secured to the plate 7%, whereby the spring 716 urges the hook 713 in a clockwise direction as viewed in FIG. 21 outwardly of the pin 711 into a forwardly hooked and latching position.

The pin 711 is adapted to be received in one of the elliptical cone holes 36:7 in the freight container base 301, see FIG. 19, and moreover the hook 713 is provided with a cam surface 719 on the upper forward portion thereof which is engaged by the surface defining the cone hole 3&5 thereby to move the hook 713 in a counterclockwise direction into its retracted position upon movement of the base 301 downwardly with the pin 711 substantially centered in the cone hole 3%. When the freight container base 3M rests upon the dolly plate 71%, the cam surface 719 of the hook 713 moves out of engagement with the surface defining the cone hole 3595 and is free to be moved to the forward hooked position thereof under the urging of the spring 716 whereby the hook 713 overlies the annular flange 3% surrounding the cone hole 395, thus to lock the container Still in its supported position upon the associated dolly 7% as shown in FIG. 19.

Before the freight container 3% can be removed from the dolly 7%, the hook 713 must be moved to its retracted position within the pin 711 and this is accomplished by manually retracting the hook 713, a handle 7% being fixedly connected to the shaft 714 for this purpose. Means also is provided fixedly to hold the handle 72% in the position thereof corresponding to the latching position. of the hook 713, the position illustrated by solid lines in FIG. 19, or to hold the handle 720 in the position thereof corresponding to the retracted position of the hook 713, the position illustrated by dashed lines in FIG. 19; more specifically, there has been provided the locking pin or stop 7% mounted for sliding movement in the frame 7% and including an outer downturned handle portion 725a and an enlargement 725!) on the inner end thereof whereby to trap the pin 725 on tl e frame 7ll3l. The pin 725 has a released position illustrated by solid lines in FIG. 18 wherein it is out of alignment with the handle 72%) controlling the hook 713 and an outer locking position illustrated by dashed lines in FIG. 18 wherein it emerges the handle 720 to lock the handle in either the hooking position thereof illustrated by solid lines in FIG. 19 or the retracted position thereof illustrated by dashed lines in FIG. 19, the pin 725 being readily slidable manually between its released and locking positions. It will be understood that when it is desirable to remove the container 3% from the dolly 7%, the handle 72!) is moved to the dashed position thereof shown in FIG. 19 whereupon the locking pin 725 is moved outwardly to its locking position engaging the handle 72f) so as to restrain the handle in its unlatching position corresponding to the retracted position of the hook 713, whereby the hook 713 disengages the flange 3% surrounding the cone hole 305, and, accordingly, the associated rear corner of the container 3% may be lifted so as to disengage the pin 711 from the base 3691 to free the associated corner of the container 3% from engagement with or attachment to the associated dolly.

It further is desirable to guide the freight container 3% into the proper supported position with respect to the associated dolly 7% to ensure that the pin 711i is in vertical alignment with the cone hole 3% before the entire weight of the freight container 3% is placed in its final supported position upon the dolly 7th), and to this end a back tail piece 721 has been provided on the frame 701. The tail piece 721 extends rearwardly from the frame 731 l@ and includes an upwardly and rearwardly inclined guide surface 722 adapted to engage the bottom rear edge of an associated freight container 306 for guiding the freight container 3% to the proper position wherein the rear surface thereof rests against a positioning surface 723 on the forward portion of the tail piece 721. Since the tail piece 721 may temporarily support a portion of the Weight of the rear end of the freight container thereon, reinforcing plates 724 .and 724a have been provided further interconnecting the tail piece 721 and the dolly frame 701.

Further, it will be observed in FIG. 20 that the outer side of the dolly 7% carries a downwardly and inwardly directed L-shaped keeper 727 including a retaining flange 72$ underlying closely the associated top flange 106 on the associated I-beam N4, whereas the inner side of the dolly "Filo carries a downwardly directed bumper 729 spaced closely to the adjacent edge of the top flange 196. The vertical leg of the keeper 727 and the bumper 729 serve to limit the lateral movement of the dolly 7%? and the container 3% mounted thereon with respect to the associated I-beam 164, whereas the retaining flange 723 on the keeper 727 also serves to limit vertical movement or upriding of the dolly 7th] and the container 3% mounted thereon with respect to the top flange we to the I'beam ill-t. The manner in which the pair of left hand and right hand dollies cooperate to support the rear end of an associated freight container 396 and to limit lateral and vertical movement thereof with respect to the top flanges 1% on the l-bearns MM is further diagrammatically illustrated in FIG. 22 of the drawings, the View being from the rear of the freight container Still.

The above described apparatus comprising the railway car 1% including an improved shock-absorbing mechanism 26d thereon, the freight container Still, the tractor 4%, the bogie 5%, the improved bolster 6% and the improved dollies 7th) mutually cooperate to provide an improved freight transportation system of the rail-.and-road type, and in addition facilitate an improved method of loading the container 3% from its road-traveling posi* tion on the tractor idd and the bogie 5% to its railtraveling position on the railway car 160 and supported thereon by a bolster ass and the dollies 7%; and like wise, the unloading of the freight container 3% from its rail-traveling position on the railway car 1% supported thereon by the bolster 6% and the dollies 7% to its roadtraveling position upon the tractor 4M and the bogie 560.

Considering first the method of loading the freight container 3% from its road-traveling position supported by the tractor 455i) and the bogie Still onto the railway car 1%, with particular reference to FIGS. 1 to 5 and 23 to 27 of the drawings, it is necessary to elevate the freight container 3% from its lower road-traveling position to its upper transfer position by actuating the elevating mechanism 4% on the tractor 400 by manipulating the controls within the control cab 403 to raise the front end of the freight container 3%, and by actuating the elevating mechanism 5% on the bogie Sill by manipulating the controls therefor on the control panel 503 to elevate the rear end of the freight container 3%. The tractor 49%) with the freight container 3% attached thereon is maneuvered along the railway car ltw and then backed toward the railway car Hill with the center line of the freight container 3-90 at an initial acute angle between about 30 and 45 with respect to the center line of the railway car 1%, see FIG. 23, the longitudinal axes of the tractor 4t") and the freight container Silt) being preferably in longitudinal alignment as illustrated therein. It will be noted that the bogie 569 is positioned along the base 301 a substantial distance from the rear end of the freight container 3% whereby when approaching the railway car 1% of the narrow center sill type, the rear end of the container 3% and the base 301 thereof overlie the top flanges 1G6 and in fact themidpoint of the rear end of the freight container 3% actually substantially overlies the longitudinal center line of the railway car 10% with 

15. A RAILWAY CAR FOR TRANSPORTING A FREIGHT CONTAINER; SAID RAILWAY CAR COMPRISING LONGITUDINALLY SPACED-APART RUNNING GEARS HAVING RAIL WHEELS, AN ELONGATED LONGITUDINALLY EXTENDING NARROW BEAM BRIDGING SAID RUNNING GEARS AND LYING BETWEEN THE PLANES OF THE INNER SIDES OF THE RAIL WHEELS OF SAID RUNNING GREARS, THE TOP OF SAID BEAM DEFINING AN ELONGATED SUBSTANTIALLY HORIZONTAL NARROW CENTRAL PLATFORM FOR SUPPORTING A FREIGHT CONTAINER, A PAIR OF ELONGATED LONGITUDINALLY EXTENDING MEMBERS, MEANS FOR RESILIENTLY MOUNTING SAID MEMBERS RESPECTIVELY ON THE OPPOSITE OUTER SIDES OF SAID BEAM FOR INDEPENDENT LIMITED AND CUSHIONED LONGITUDINAL MOVEMENTS WITH RESPECT THERETO, SAID MEMBERS BEING DISPOSED IN SUBSTANTIALLY PARALLEL LATERALLY SPACED-APART RELATION AND RESPECTIVELY POSITIONED ADJACENT TO AND BELOW THE OPPOSITE OUTER SIDE EDGES OF SAID CENTRAL PLATFORM AND ALSO LYING BETWEEN THE PLANES OF THE INNER SIDES OF THE RAIL WHEELS OF SAID RUNNING GEARS, AND A PAIR OF ATTACHMENT ELEMENTS RESPECTIVELY CARRIED BY SAID MEMBERS FOR RESPECTIVELY SELECTIVELY CONNECTING THERETO A FREIGHT CONTAINER MOUNTED ON SAID CENTRAL PLATFORM FOR LONGITUDINAL MOVEMENTS WITH RESPECT THERETO, WHEREBY SAID RESILIENTLY MOUNTED MEMBERS AFFORD THE MOUNTED AND CONNECTED FREIGHT CONTAINER PROTECTION AGAINST THE TRANSMISSION THERETO OF SEVERE LONGITUDINAL SHOCKS FROM SAID BEAM, SAID ATTACHMENT ELEMENTS BEING RESPECTIVELY POSITIONED LATERALLY OUTWARDLY BEYOND THE OPPOSITE OUTER SIDE EDGES OF SAID CENTRAL PLATFORM SO AS TO READILY ACCESSIBLE FROM THE EXTERIOR. 